Automatic car-switch



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J. A. HAWKINS. AUTOMATIC GAR SWITGH. No. 497,176. Patented May 9, 1893.

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NTTED STATES PATENT OFFICE,

JOSEPH A. HAlVKINS, OF BROOKLYN, NEV YORK.

AUTOMATIC CAR-SWITCH.

SPECIFICATION forming part of Letters Patent No. 497,176, dated May 9, 1893.

Application filed November 21, 1892. Serial No. 452.608. (No model.)

.To all whom it may concern.-

Be it known that I, JOSEPH A. HAWKINS, of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Automatic Oar-Switch, of which the following is a full, clear, and exact description.

Myinvention relates to an improvement in switching devices for cars, and especially to a switching device adapted for use in connection with street cars, electric, cable, or those drawn by horse power, more particularly, however,'the former.

The object of the invention is to provide a means whereby the driver or the operator of the car may accurately, conveniently and expeditiously switch a car from one track to another while said car is in motion.

The invention consists in the novel construction andcombination of the several parts, as will be hereinafter fully set forth and pointed out in the claims.

Reference is to be had to the accompanying drawings forming a part of this specification, in which similar figures and letters of reference indicate corresponding parts in all the Views.

Figure 1 is a partial side elevation of a street car and a vertical longitudinal section through the switch box, the car being illustrated as operating the switch. Fig. 2 is a plan view of the main track and switch rails in the position shown Fig. 1 and illustrating the application of the switching rail of the switching apparatus of the car; and Fig. 3 is a vertical transverse section through the switch box.

In carrying out the invention a box A, casing, or like structure, is placed beneath one rail of a track where the switch points 10 and 11, are located, the main rails being designated in the drawings as a and the switch rails as a. The switch points 10 and 11, are pivotally attached, one to the switch rail a, and the other is pivotally located at the end of the continuation of the main rail a, the two switch points being connected by rods 13, or the connection may be effected in any manner which will enable the two points to move simultaneously The switch point 10, is located over the boxing or casing A, and that point is connected with the upper end of a shaft l t, said shaft being held to revolve in the casing or box A, and is vertically located.

The shaftis provided at its lower end with an arm 15, extending at a right angle from it. The shaft 14, is located atone end of the box or casing, while at the opposite end of said box a lever 16, is journaled; this lever is preferably made to extend transversely between the rails of the track, and the inner end of the lever is provided with a weight 17. Below the fulcrum of the lever 16 a fork 18, is constructed, into which fork the arm 15 from the switch shaft 14, extends. The outer end of the lever 16,11as pivotally attached to it the shank section 19 of a switching rail 20, the shank section being illustrated as projected vertically downward from the center of the switching rail; and the switching rail is 10- cateil outside of the outer switch rail a and main rail a, as shown in Fig. 2. The switching rail 20, follows the longitudinal formation of these rails, in fact is parallel with them. lVhen the switching rail 20, is pressed downward the weighted end of the lever 16, is elevated, and the switch point 10, will be carried away from the switch rail a, while the opposite point 11, will be carried to an engagement with the main rail a. Thus at that time a car coming down the main track will travel upon the switch a, as is clearly demonstrated in Fig. 2.

The switch rail is to be operated while the car 13 is in motion, and this is effected by causing the flange 21 of a trip wheel 22, pivotally journaled in the lower end of an arm 23, to engage with the upper surface of the switch rail, while the tread of the wheel 22 travels upon the track upon which the sup porting wheels of the car are to run. The arm 23, carrying the wheel 22, is pivoted to the car at the bottom portion thereof in any approved manner; and the wheel is raised from the track, or is lowered to an engagement with it, preferably by means of a lever 24, or the equivalent thereof, pivoted upon the platform of the car and located in such manner as to be readily operated by the driver or operator, the lever having a link connection 25, with the arm 23. The switching rail 20, is of such length that when the trip wheel 22 is at the farther end of the switching rail, and before the trip wheel leaves the switching rail, the rear supporting Wheels of the car will have been brought upon the track to which the car is to be switched, or upon which it is adapted to travel. The moment that the car has passed the switch the weight upon the lever 16 will restore the switch points to their normal position, which will be a continuation of the main rail or line.

A switch of the character described is readily applicable to any track, whether designed for cable, electric or horse cars, and the switch operating device may be readily connected with any car and operated by the attendants thereof. 7

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. In a switch, the combination, with the main and switch rails of a railway track and the switch points, of a longitudinally extending switching arm or rail arranged adjacent to one of the rails, at the outer side thereto a counterpoise lever, one end of which is connected with the switching rail or arm, a shaft connected with one of the switch points, and a connection between the shaft and the counterpoise lever, whereby one is operated from the other, as and for the purpose set forth.

2. In a switch, the combination, with the main and switch rails of a railway track, the switch points and a connection between said points, of a shaft connected with one of the switch points and adapted to operate it, a trip lever, a connection between the trip lever and the switch point shaft, and a switching arm or rail pivotally connected with the lever and extending alongside one of the rails of the main track and contiguous switch rails, the said switching railor arm being adapted to be compressed, at which time the switch points will be moved in one direction, as and for the purpose set forth.

3. In a switch, the combination, with the main and switch rails, the switch points, a connection between the switch points, and a shaft connected with one of the switch points and adapted to throw both of the switch points, of a switching arm or rail located adjacent to one of the rails of the main track and the contiguous switch rail, a lever having tension applied to one of its ends, and an arm projected from the switch point shaft and operated upon by the lever, as and for the purpose set forth.

4. I11 a switch, the combination, with the main rails and switching rails of a railway track, the switch points, a connection between the switch points, and a shaft connected with one of the points, of a lever having constant tension applied to one end, a connection between the lever and switch point shaft, whereby the latter is revolved, a switching rail or arm extending alongside one of therails of the track and connected with the said lever, and a trip wheel adapted to be located beneath a car and for engagement with the switch rail or arm, the said wheel having a flange, which flange bears upon the switch rail or arm While the tread engages with the fixed rail, the said trip wheel being also capable of being raised or lowered, as and for the purpose set forth.

JOSEPH A. HAWVKINS.

WVitnesses:

J. FRED. AOKER, EDGAR TATE. 

